Motor vehicle control



June '23, 1936. A, REWE 2,045,516

MOTOR VEHICLE CONTROL Original Filed Octv 24, 1928 4 Sheets-Sheet l w 6662 4 I 61 3 i 7a I "i: 76

J1me 1936- c. A. BREWER 2,045,516

MOTOR VEHICLE CONTROL Original Filed Oct. 24; 1928 4 Sheets-Sheet 2 June23, 1936. c. A. BREWER 1 MOTOR VEHICLE CONTROL Original Filed Oct. 24,1928 4 Sheets-Sheet 3 June 23, 1936. A, BREWER v 2,045,516

MOTOR VEHICLE CONTROL Original Filed Oct. 24, 1928 4 Sheets-Sheet 4gnuenfoz QZLQ QYM WW al'kuncqs Patented June 23, 1936 UNITED STATES2,045,516 Moron VEHICLE CONTROL Charles A. Brewer; Noroton Heights.Conn.,

, assignor of one-half to Philip J. Kury Application October 24, 1928.Serial No. 314,627

Renewed November 28, 1933 9 Claims.

This invention relates to control mechanism for motor vehicles and hasfor an object to provide an improved control mechanism which willfacilitate operation'of the vehicle and provide power means foroperating the various control means, and which will provide improvedcontrol means which will place the entire control in one hand of theoperator.

It is also an object of the invention to provide a control mechanismwhich will give more complete, uniform and better control and thus tendto safer operation of the vehicle.

With the foregoing and other objects in view, the invention consists incertain novel features of construction, combinations and arrangements ofparts as will be more fully disclosed in connection with theaccompanying drawings. In these drawings,

Fig. 1 is a somewhat diagrammatic top plan view of a chassis of anautomobile showing my improved control applied thereto for controllingthe operation of the clutch and brake mechanism.

Fig. 2 is a partial side elevation and partial section of the upper endof the gear shift lever.

Fig. 3 is a vertical section of this end of the lever takensubstantially at right angles to the plane of the section of Fig. 2, thesection being substantially on line 3-4 of Fig. 4.

Fig. 4 is a transverse section substantially on line 4-4 of Fig. 2.

Fig. 5 is a partial side elevation and partial vertical section showingthe gear shift lever and the power device for releasing the clutch.

Fig. 6 is a detail transverse section of a lower portion of the gearshift lever and the mounting therefor.

Fig. '7 is a detail section of the preferred form of power unit.

Fig. 8 is a top plan view similar to Fig. 1 showing my improved controlinstalled for operation of the emergency brake as well as the servicebrake and clutch.

Fig. 9 is a vertical section of the upper end of the gear shift levershowing the controls as employed with the layout of Fig. 8, the sectionbeing substantially on line 9-9 of Fig. 10.

Fig. 10 is a transverse section substantially on line lfl-IO of Fig. 9.

Fig. 11 is a transverse detail section of the lower end of the gearshift lever and the mounting therefor used in connection with the layoutof Fig. 8.

Fig. 12 is a detail side elevation showing the application of a slightlydifferent type of power unit for releasing the clutch or operating thebrake.

Fig. 13 is a vertical'section Fig. 12, and

Fig. 14 is a transverse section substantially on line -44 of Fig. 12 ona somewhat larger scale indicating how the unit may be secured to theframe.

Referring first to Figs. 1 to 'I, a frame of a motor vehicle isindicated at l2 with the motor at l3 and the selective gear transmissionat M controlled by the gear shift lever IS in the usual manner. Anysuitable type of clutch I6 is provided between the motor andtransmission, andthe brake mechanism is shown diagrammatically at l1 andI8 operated by a foot pedal l9 and a power device 20, a similar powerdevice 2| bein connected to the clutch for releasing the same.

These power units may be substantially the same as that shown in Fig; 'Iwhich is substantially that disclosed in my copending application SerialNo. 304,853, filed September 10, 1928, or it may be of the constructionshown in Figs. 12 to 14, although I am not limited to the use of theseparticular forms of unit.

The brake and clutch devices may be operated either by a suction unit,or a unit which is operated by pressure greater than atmosphericpressure. The particular units 20, 2|, I0! and H8, illustrated areoperated by a suction from any suitable source as the intake manifold ofthe engine. The specific construction of units 20, 2| and llil isillustrated in Fig. '7 It comprises an outer casing or cylinder made intwo sections, the body section 22 and the cap or cover section 23connected together by suitable screws. Secured to the cover section atone end is a flexible diaphragm 24, the particular diaphragm shown be-'ing a metal bellows construction and is secured to the cover by means ofthe packing disc 25. The other end of the bellows is closed by a movablehead or piston 28 which has an extension or piston rod 21 passingthrough the end wall of the body member 22, and it may be surroundedwith a suitable packing 28 to prevent entrance of dirt and moisture.Also secured to the section23 is an extension 29 projecting into thespace 20 within the diaphragm to help fill this space and reduce theamount of air contained therein to be withdrawn by the suction when thedevice is operated and thus reduce-the lag in its operation and givequicker functioning of the unit. It also provides convenient means formounting the control valve mechanism. This extension is double walled toprovide a passage 3| and it also through the unit of forms a chamber 32communicating withthe space 30 through one or more conduits 33. Theinner wall 34 of the extension has a passage 35 forming communicationbetween the chamber 32 and the passage 3I which is controlled by amovable valve 36. The cap 23 has a passage 31 leading to the chamber 32whichis controlled by a valve 38, and this passage 31 is connected by asuitable flexible conduit 39 with any suitable source of suction such asthe intake manifold 40 of themotor. The effective area of the passage 31may be adjusted and set by the valve H9 which may be secured in adjustedposition by lock nut I20. The two valves 36 and 38 are mounted on a rod4I so that they move together. This rod and its head 42 form thearmature of a. solenoid 43 which surrounds the rod and is mounted in anysuitable casing 44. One end of this solenoid is grounded, as shown at45, and the other end leads through an insulated contact 46 to aninsulated conductor 41. The passage 3| is connected through a suitableconduit 48 with the atmosphere, and a branch 49 communicates with thespace 50 outside the diaphragm 24. The effective area of these twobranches may be controlled by the adjustable valves I 2I and I22respectively. The valves after adjustment are secured in adjustedposition by lock nuts I23. The extension 21 is connected by any suitableconnection to the mechanism to be operated, such as a brake or a clutch.In Fig. 1 this extension on unit 20 is connected by the link 5I with therod I8 for operating the service brake I00 and the extension 21 of unit2I is connected to an operating lever 52 (Fig. 5) for releasing theclutch I6. This lever may be pivoted to the frame or clutch housing at53 and operate through the sleeve 54 on the clutch shaft. The units 20and 2| are mounted by any suitable support but are preferably pivoted bysuitable trunnions, as shown at 55 (Fig. 5), on the casing of the unitand mounted in a suitable bracket 56 secured to the frame or othersuitable part of the vehicle. This pivotal mounting for the unit permitsit to rock if necessary when it is operated.

This unit operates from the suction of the motor or any suitable sourcewhen a control switch indicated diagrammatically at 51 (Fig. 7) isclosed. Electric current from any suitable source to which conductor 41is connected energizes the solenoid 43 and shifts the rod 4| carryingthe valves 36 and 38 to the left, as viewed in Fig. '7, against actionof the spring 58 surrounding the rod 4|. This closes the passage 35 andopens the passage 3'! permitting the suction to withdraw air i'rom thespace 36 within the diaphragm 24 and reducing the press re therein. Thiscauses atmospheric pressure on the head 26 to force the same to theright, as viewed in Fig. 7, shifting the extension 21 and operating anymechanism to which this extension is connected. When the switch 51 isopened the solenoid is deenergized permitting the spring 58 to shift thevalves 36 and 38 to the right, as viewed in Fig. 7, thus closing passage3'! and opening passage 35. This permits atmospheric pressure to enterthe space 30 within the diaphragm 24, thus equalizing pressures onopposite sides of this diaphragm and permitting the head 26 with theextension 21 to move back to its original position either under thespring action of the diaphragm or a suitable spring on the mechanismoperated thereby.

By proper adjustment of valves H9, I2l and I22, the unit shown isadapted for use for either brake or clutch operation. When used to applythe brakes, the gradual application desired may be obtained byadjustment of valve H9 toward closed position, to insure that thebraking force will not be applied too rapidly when valve 38 is opened.Valves I2I and I22 are adjusted toward full open position to insurequick release of the brakes when the solenoid is de-energized.

The unit for controlling the clutch will require an adjustment of thevalves which will insure rapid return movement of the piston member 26and the controlled clutch surfaces toward engaged position, and aretarded movement at, and for a brief time subsequent to, the time thefriction surfaces of the clutch engage. For this purpose valve I22 isadjusted toward closed position while-valve I2l is adjusted toward openposition. When suction is introduced into the right-hand end of thecylindrical casing 22, 23, rod 21 and piston member 26 will be moved tothe right to disengage the clutch surfaces against the tension of theclutch spring, the speed of this movement being controlled by theadjustmentof valve 9. When the solenoid is de-energized, air flows intothe right-hand end of the cylinder 22, 23 past valve I2I and the drivenclutch surfaces are rapidly moved toward engaged position by means ofthe clutch spring. This rapid movement tends to decrease the airpressure acting on the right-hand face of piston member 26. The port forvalve I22 has been sufiiciently restricted to insure that the rapidmovement of the piston member to the left will compress the air in theleft-hand end of the cylinder, so that member 26 will have its speed ofmovement materially reduced at the instant the clutch surfaces engage.The pull of the clutch spring is rendered substantially ineffective atthe instant of clutch surface engagement, due to the resistance offeredby said engagement plus the compression resistance'in the left-hand endof the cylinder, and to a certain extent by the reduced pressure in theright-hand end of the cylinder.

As air is expelled past valve I22, the compression is destroyed andequalized with the pressure on the right face of the piston, and theclutch surfaces are slowly and completely engaged. If it is desired tooperate the clutch and brake manually and without the use of the powerunit, valve I I9 is completely closed.

Secured to the extension 29 is a rod 29a which is exteriorly splined toengage corresponding splines formed interiorly of the hollow piston rod2'1. Rod 29a is provided with a longitudinal passage 29b extending fromthe left-hand end thereof to radial passage 290 which opens into space30. The rod 29a thus acts as a guide for the piston rod 21 and passages29b and 290 act as a bleed for air trapped in said rod. When suction isintroduced into chamber 30, piston 26 moves to the right and covers theradial passage 29c before the piston reaches the end of its travel. Theair remaining in the hollow rod 21 is now trapped and compressed toprovide a cushion which resists further movement of piston 26 to theright.

The control for the two units 20 and 2| for operating the service brakeand clutch respectively is mounted on the gear shift lever I 5. Thislever is mounted on a suitable housing 59 in the usual manner to permitthe required movements for shifting the gears, and has the usualextension 60 connected to the gear shift mechanism. This'lever has alongitudinal passage SI for electrical conductors or other control meansfor the and is connected to the battery or other suitable units. Thelever is provided at its upper end with a grip 82 in the shape of a ballor knob of insulating material. Mounted in this grip and project- I ingfrom the upper end thereof is an insulating button 63 which is mountedfor limited sliding movement in the grip and as shown is movablelongitudinally of the axis of the lever. A spring 84 reacting againstthis button and a permanently mounted disc tends to force this buttonupwardly, which movement is limited by a shoulder 86. The button carriesa metal contact 61 which when in its depressed condition engages andbridges the two contacts 68 and 69. These contacts are carried onsuitable posts 18 and H respectively mounted in the grip and to whichare connected, the lead wires 12 and 13 respectively.

' One of these lead wires, as the lead wire 12, is connected to asuitable source of current, such as the battery or generator of thevehicle, while the other conductor 13 leads to the brake operating unit28. Therefore, the conductor 13 corresponds to the conductor 41 in Fig.7 and the switch 81, 68, 88 corresponds to the switch 51 of Fig-'7. Itwill, therefore, be obvious that when the button 83 is depressed thecircuit to the brake unit 28 will be closed causing this unit tofunction to apply the brakes.

Also mounted on the grip 82 is a control switch for the unit 2| forreleasing 'the clutch. This switch is mounted in the side of the grip sothat it may be closed by pressing inwardly on the sides thereof. In theform shown it comprises a resilient ring ll mounted in a suitable grooveI5 in the grip, this ring being split as shown at 18. It is connectedthrough the insulating elements 11 with the switch levers l8 and 18. Thelever I8 is pivoted on the stud 18 while the lever 18 is pivoted on asuitable stud 88 from which a conductor 8| leads through the leverpassage 8| to the unit 2|. The two levers l8 and 18 are mov- ,abletoward each other at their free ends where they carry-switch contacts82.and the levers are Therefore, the conductor 8| corresponds to theconductor 41 in Fig. 7 while the switch 82 corresponds to the controlswitch 51 in Fig. 7. It will, therefore, be apparent that when the ring14 is compressed the switch 82 is closed closing the circuit to the unit2| which will release the clutch. When the ring 18 is released switch 82is opened permitting theclutch to engage. The grip or knob, 82 ismounted on the free end of the gear shift lever II by any suitablemeans, such as screws 83 passing through the cupped flange 84 threadedor otherwise secured on the lever.

The connections from the conductors l2, l8 and 8| are preferably made,as'shown in Figs. 5 and 6. For this purpose an insulating block 85 ismounted on the extension -88 of the lever and the conductors 12, I8 and8| are connected to binding posts 88, 81 and 88 respectively, mounted onthis block. Flexible coil conductors 88, 88 and 8| lead from thesebinding posts respectively to suitable sockets 82, 83 and 84respectively, mounted on the support 58 from which they are connected bysuitable conductors in armored flexible conduits to the various unitsand the battery or other source of current. The flexible conduit totheunit 28 is shown at 85 and is connected to the socket 88 by asuitable detachable connection.

The conduit 88 leads to the'unit 2| and is connected by a suitabledetachable connection to the socket 84, while the conduit 81 isconnected by a source of current, not shown.

Although the service brake is applied and the clutch is released by thepower units the usual pedal operating means for applying the brake andreleasing the clutch, shown at I8 and 88 respectively, are retained andthese two pedals operate in the usual manner for applying the servicebrake and releasing the clutch. Thus if either of the units 28 or 2|fail the brake may be applied or the clutch released in the manner nowgenerally employed, or both of these pedals may be used if desired, forsupplementing the action of the units 28 and 2|. If the operator wishesto control the brake and clutch by the feet as is now general practicehe may do so independently of the power units 28 and 2|, or he may usethe brake pedal to assist the power unit 28 and thus increase thebraking effect.

However, in normal operation when the operator wishes to apply the brakehe may merely rest his hand on top of the grip- 62 to thus depress thebutton 68 which will apply the service brake.

He may then press inwardly on the ring 14 and release the clutch, afterwhich he may bymanipulating the lever IS in the usual manner shift thegears as desired, or if preferred he may release the clutch withoutapplying the brake and then shift the gears in the usual manner. Itwill,' therefore, be obvious that this mechanism places the entirecontrol of the car in one hand of the operator, but he may if desired,apply the brakes and release the clutch' with the foot pedals in theusual manner- As itie the natural action of the hand to grip the sidesof the knob 82 in shifting gears the natural and practically unconsciousaction will be with this device to first release the clutch and thenshift the gears. The natural action, therefore, is always to release theclutch before shifting the gears, and this device, there- 48 fore, tendsto reduce and practically eliminate the liability of grinding the gearswhen shifting. It will also be obvious that practically no effort isrequired on the part of the operator in applying the brake, and as thebrake unit 28 maybe set 45 by suitably designing the various air inletsto operate uniformly or by adjusting the valves H8,

'|2| and I22 the brakes are never set with a too sudden action but arealways applied uniformly, thus reducing sudden strains on'the vehic.eand tending to more comfortable operation with less fatigue to theoccupants. The unit 2| also gives uniform engagement of the clutch, thespeed of engagement being controlled and set by the valves |2| and I22,preventing too sudden engagement, eliminating sudden jerks incident totoo rapid en'- gagement of the clutch and reducing strains on the carand fatigue to the occupants. In other words the entire installationtends to more unia clutch. It, however, may be somewhat stronger thanthe unit 28 for applying the service brake. That is, the unit 28 may bedesigned so that it cannot lock the wheels through the service brake,but if desired, the unit |8| may be designed of so I I5. This switch isshown in Fig. 9 and includes a pair of spring contacts I04 and I05mounted by suitable insulating supports as an insulating block I06 onthe lever. The contact I04 is connected through a conductor I01 passingthrough the lever to a binding post I08 on the insulating block I09corresponding to the insulating block 85 of Fig. 6, and a flexibleconductor is connected by the detachable connection I II through aflexible' conduit I I2 with the unit IOI. Suction from the intakemanifold or other suitable source of suction is supplied through aflexible conduit I I3 corresponding to the conduit 39 in Fig. '1. Theswitch element I is connected by a conductor II4 with the post 10 which,as indicated in Figs. 2, 3 and 4, is connected to any suitable source ofcurrent. Mountedto slide on the exterior of the lever is an insulatingsleeve 5. which carries a metal ring II6 on the inner side thereof. Thissleeve I I5 is mounted to move longitudinally on this lever and isnormally held by its own weight in its lower position resting on top ofthe block I06. If the weight is insufficient a spring may be used forthis purpose. The sleeve has a flange H1 and the sleeve is mountedimmediately below the grip or knob 62 so as to be easily engaged by thefingers of the operator when the hand is onthe grip. -The operator maywhile the hand is on the grip draw up the sleeve I I5 bringing theconductor ring II6 into engagement with the contacts I04 and I05. Thiswill close the circuit through the unit IN and apply the emergencybrake. It will, of course, be understood that as soon as the sleeve I I5is released it will move downwardly, breaking the circuit to the unit IMand causing the emergency brake to be released. Thus in thisarrangement-the service brake, the emergency brake and the clutch areall controlled from the gear shift lever, and may be controlled by onehand of the operator while this hand is on the gear shift lever.-Although the emergency brake may be applied by the power unit IOI theusual hand lever H1 is also provided for applying the emergency brakethe same as is new general practice. This hand lever may be used toapply theemergency brake independently of the unit IOI, and therefore,the emergency brake may be applied by hand while the car is in motion ormay be used as is now common practice to genre the car when it isparked.

In Figs. 12 to 14, I have shown in detail a somewhat different type ofpower means which may be applied to operate the clutch or brakes in thesame manner as the unit shown in Fig. 7. This unit functions insubstantially the same manner as the unit shown in Fig. '7 except'thatthe movend of the cylinder is closed by a head I26 which is mounted areciprocating piston I25. The upper has a chamber I21. The interior ofthe cylinder I24 above the piston communicates with the chamber I21through the passage I28. Mounted in this chamber I21 is a solenoid I29corresponding to the solenoid 43 ofthe unit of Fig. 7, and this solenoidsurrounds a. rod I30 carrying at one end a valve I3I controlling apassage I32, and at its other end carrying a valve I33 controlling apassage I34. The passage I32 forms a communi- 5 cation between thechamber I21 and the space I35 outside the cylinder, which communicationwith this space is shown at I36. The entire internal structurecomprising the cylinder I24 and the head I26 with associated elements isenclosed within an outer casing I31 which thus forms the chamber I 35.The rod I30 is surrounded by a spring I38 which tends to move the rodI30 and the valves carried thereby upwardly to close the valve I33. Therod I30 and the head I39 forms the armature for the solenoid I29 andthis sole noid when energized tends to shift the rod I30 against theaction of the spring I38. One end of the solenoid is grounded as shownat I40, and the other end is connected by a contact I4I to a lead I42leading to any suitable control switch, such asany switch correspondingto the switch 51 of Fig.

7. That is, the lead' I42 corresponds to either of the leads 95 or 96 ofFig. 1.

The passage I34 leads to the chamber I21 and is connected by a flexibleconduit I43 to any suitable source of suction, such as the intakemanifold 40 of the motor I3. This connection I43, therefore, correspondsto the connection 39 of the unit shown in Fig. '7. The effective area ofthe passage I34 may be adjusted and determined by an adjustablevalve I44which may be secured in adjusted position by a lock nut I45.

A coil spring 'I46'is mounted between the upper side of the piston I 25and the head I26 so that it tends to force the piston downwardly. Thespring is preferably conical so that it may collapse into a shorterspace and its use insures that the piston will be moved to the end ofthe cylinder whereby the usual'clutch lever spring is effective to movesaid lever to such a position as to prevent wear in the clutch trunnionhearing. The effective area of passage I32. I36 may be determined by anadjustable valve I41.

The lower end of the cylinder I24 is closed by 45 a head I48 and thishead also closes the lower end of the casing I31. The space in thecylinder. below the piston I25 communicates with the space I35 outsidethe cylinder through one or more openings I49 in the wall of thecylinder..50 The space in the cylinder below the piston alsocommunicates with the outer atmosphere through a passage I50 theeffective area of which may be adjusted and determined by an adjustablevalve I5I which is secured in adjusted position by a lock nut I52. Inthe construction shown the passage I50 leads to an annular chamber I53in the head I48 which is closed by a screen I54 and a fibre packing I55which is mounted between this screen and the casing I 31, the casingbeing provided with suitable openings I56 leading to this fibre packingor screen. The fibre is sufficiently loose to permit entrance and exitof air but forms a screen or strainer to prevent entrance of dust anddirt to the mechanism in the casing.

The piston I25 is connected to a piston rod I51 mounted for slidingmovement in a bearing sleeve I58 carried by the head I48, and this headis also extended to provide an enclosed bearing I59 for-a pulley l60.The bearing casing I59 is openat one side asshown at I6I, for passage ofa flexible connection, such as a wire cable I62, which passes'over thepulley I60 and is connected to the piston rod I51; At its other end thistable is connected through a suitable link I53 with the clutch pedal 98,or if desired, it may be connected to the brake pedal I9 in the samemanner. There may bean adjustable connection I64 in the cable to adjustit to the proper length and take up'slack. The extension of the head I48also includes a side bracket I85 providing means by which the unit maybe mounted on the side member I2 of the car frame by any suitable means,such as the bolts I66.

This unit operates in substantially the same manner as the unit of Fig.'I. That is, closing the switch 51 correspondingjo either the switchcontrolled by button 63 or ring I4, or any other suitable controlswitch, energizes the solenoid I29. Thisshifts the valves I3I and I33downwardly closing the passage I32 to the atmosphere and opening thepassage I34 leading to the source of suction, as the intake manifold.This suction reduces the pressure in "the cylinder I24 above the pistonand draws the piston upwardly, or rather the piston is forced upwardlyby the pressure of the external atmosphere on the under side of thepiston. This action, of course, will draw down the pedal to which thecable I62 is connected either releasing the clutch or applying the brakedepending onto which element the unit is connected. When the switch 51is opened the valves I3I, I33 are forced upwardly under action of thespring I38, thus closing the passage I34 to the suction and opening thepassage I32 to the atmosphere. This provides pressure on both sides ofthe piston permitting thespring I46 to force the piston downwardly andpermit the clutch to engage or the brakes to release. The speed ofoperation of the piston under the action of the suction may becontrolled by adlusting the valve I44. It, therefore, determines therate at which the pressure is reduced above the piston. The speed ofmovement of the piston may also be controlled or determined by adjustingthe valve I5]. The valves ISI and I41 by controlling entrance ofatmospheric air also determine the speed at which the clutch may beengaged or the brake released.

With this type of unit it is somewhat easier to secure a greater strokethan with the diaphragm unit. of Fig. 7. It can, therefore, be attachedto the brake or clutch lever a considerable distance from the pivot forthis lever as indicated in Fig. 12, and it will give the necessarymovement for .properly operating the lever. This gives greater leverageso that a smaller unit of less power may be used. The unit can beattached to cars already assembled and in service if desired. The.

flexible cable I62 permits operation of the pedal by the foot of theoperator independently of the unit.

Having thus set forth tion, what I claim is:

1. In amotor vehicle having a selective gear transmission, a lever forshifting. the gears, a clutch between the motor and the tron, and abrake mechanism, independent power the nature of my invenmeans foroperating the brake mechanism and releasing the clutch respectively, anindependent electrical control for each power means, a support for thelever, a hand grip for manipulating the lever, independent hand operatedswitches asso-..

ciated with said grip, the lever and switches each electricalconnections on the lower part of the lever in said support, conductorsleading from the switches to said connections, sockets on the leversupport, flexible conductors from said connecand a clutch between themotor and the transmission, a lever for shifting the gears, independentpower means for operating the respective brakes and releasing theclutch, a hand grip on the lever for manipulating it, and independent 10hand operated control means associated with said grip for controllingthe respective power means and all operable by the hand while it is onsaid rip- '3. In a motor vehicle having a selective gear 5 transmission,a service brake, an emergency brake, and a clutch between the motor andthe transmission, a lever for shifting the gears, independent powermeans for operating the respective brakes and releasing the clutch, ahand grip a on the lever for manipulating it, electrical control meansfor the respective power means, and a D1121- rality of switchesassociated with the hand gripfor controlling said electrical controlmeans, the switch operating means for the service brake be- 2;: ing atthe upper end of the grip and movable longitudinally of its axis, theswitch operating means for the clutch being at one side of and forming apart of the grip and movable transversely of its axis, and the switchoperating means for the 30 emergency brake being movable longitudinallyof the'axis of the grip and located below'the grip where it may bemanipulated by the fingers. when the hand is on the grip.

4. Control mechanism for motor vehicles hav- 85 ing a brake, a clutch,and a transmission, power 'with of power means for operating the brake,

power means for operating the clutch, control means for the brakepower.means mounted on said lever, and control means for the clutchpower 50 means mounted on the lever and adapted for opcrationindependently of, or simultaneously with, the first-named control means.

6. In a motor vehicle having a selective gear transmission, a servicebrake, and a clutch between the motor and the transmission, thecombination therewith of a-lever for shifting the gears, independentpower means for operating the brake and for releasing the clutch, a handgrip on the lever for manipulating the same, and independent handoperated control means housed in said grip for controlling therespective power means and all operable by the hand while it is on saidgrip.

7. In a motor vehicle having a selective gear transmission, a clutch, abrake, and a gear shift leverfor the transmission, the combinationtherewithof fluid pressure power means for operating the brake, fluidpressure power means for, operat- 70 operable entirely independently ofeach other, 5 mgthe u confirm means for said first named ppwermeansmounted on said lever, control means forsaid second named power meansmounted onsaid lever, said first and second named control means beingoperable independently of each other, and adjustable valve meansindependent of, said control means for automatically controlling thefluid pressure in said second named power means to vary the resistanceof the latter to the engaging movement of the clutch.

8. Control mechanism for motor vehicles comprising a clutch, a brake, atransmission, a lever for shifting the gears in said transmission, powermeans for operating the brake, power means for operating the clutch,control means for said clutch operating means and control means for saidbrake operating means both mounted on said lever, contractible meansassociated with said lever for actuating said first named control means,and a depressible member on said lever for actuating said second namedcontrol means independently of said contractible means.

9. Control mechanism for motor vehicles comreturn to engaged position,valve means for controlling the fluid pressure in said first named 10power means to vary the resistance of the latter to the engagingmovement of said clutch, and control means for said brake operatingpower means mounted on the gear shift lever independently of said firstnamed control means, both of 15 said control means being operable by onehand of the operator while shifting said lever.

CHARLES A. BREWER.

